Jesse b



2 sheets-sheen A1.

(No Model.)

J. B. LOW.

TLTGTRIG BRAKE SETTING APPARATUS. No. 271,721.

Patented Feb. 6, 1883'.

WITNEESEE (No Model.) 2 sheetssheet 21 J. B. LOW.

ELECTRIC BRAKE SETTINGAPPARATUS.

Patented Feb. 6, 1883.

euren STATES Artur FCF.

ELECTRIC BRAKE-SETTING APPARATUS.

SPECIFICATION forming part of Letters l:Patent No. 271,721, dated February 6, 1883.

Application filed August 12, 1882.

To all 'Lo/0m fit may concern Be' it known that l, JESSE B. Low, ot' 'Pnlaslti, in the county ot' Oswego, in the State of New York, have invented'new and nseful Iniproveinents in Electric lralteSetting Apparatus. otwhich the following', taken in connection with the accompanying drawings,is a full, clear, and exact description.

The object ofthis invention is toprovide sitn- Io ple, convenient, and effective means hy which the :ncbi-alte may he set to check or stop the motion ot the train ot' cars from most any point thereof, and without the necessity of iirst calling for the aid of the engineerin charge, thus avoiding to a great extent accidents to the train.

'lhis invention consists in a novel constructionand combinationcfatrippingdeviceadapted to actuate the lever or handle by which the zo engineer in charge usually controls the airhral;e,`and certain novel electrical appliances for actuating the aforesaid tripping device t'roni different points in the train ot cars, all as hereinafter more fully exiilained,'and specilically set l'orth in the claims.

tet'erring to the annexed drawings, Figure 1 is a rear end view of a locomotive,illustrating the application of my invention to the controlling lever or handle ofthe air-brake. Fig.

3o 2 is a side elevation of a portion of a railwaytrain, illustrating the electric communication between the cnrs and the engine of the train. Fig. 3 is an enlarged isometric view of the apparatus for operating the manipulating lever or handle ot' the air-brake. Fig. et is a side view ofthe same, and Fig. 5 is a detached view ofthe electric cond nctors between the cars.

Similar letters of reterence indicate corresponding parts.

4o H denotes the lever or handle of the usual three-way cock, I, arranged in the cab ot' the locomotive for controlling the Westinghouse air brake. (Shown in its dormant position in Fig. l of thedrawings.)

On a suitable support, A, in proximity to the three-way cool; l, is arranged the following.

mechanism, viz: y

Between two posts, 7il It, is pivoted a lever, L, the long arm of which receives aforward or 5o downward pressure by means of a spring, g,

connected therewith.

(No model.)

In i'ront of the lever L is arranged a sliderod, a, which is connected with the long arm of the lever L by a roti, m, and adapted to operate, dnriiig its sliding movement, the handle H of the three-way cock I. The rods n and m heingot' sut-h lengths that when the lever L is raised. as shown in Figs. 3 and el'of the drawings, the rod 'n will be retracted suticient to clear the handle Il, tnriied to liberate the brake. Brick of the lever L is a small lever, e, pivoted interniediately of its length on a post, i, and having a vertical oscillating` motion limited by two posts, K K, underneath said lever respectively at opposite sides ofthe pivot thereof, said lever c being depressed at its rear etid by means of a spring, l, and provided at its forward end with a shoulder, f, in sncli relative position as to encounter the rear edge-of the short ariii ofthe lever L when swnng into a vertical position, as shown by full lines in Figs. 3 and 4 of the drawings, and thereby arrest the descent of said lever.

Over the lever c is a pivotetllianiiner, c,

strained into a forward and downward tendfency b v means ot' a spring, d, and held in an elevated position by' means of a hook on the etid ot' a pivoted iron har, u, engaging wit-l1 a stud-pin on the side of the stein or arm of the hammer. The aforesaid bar a. constitutes the armature, having a cross-bar, a', directly over two electro-magnets, M M, the electric conductors o o ot' which are extended respectivelyr to a suitable battery, B, and' to the several Cars of which the train is composed. Another conductor, o', extended from the battery along the length ot the train, serves to form a circuit when communication is efected between the two latter conductors, said communication being produced b v means of the ordinary pushhutton, t, or other well'ltnown suitable devices connected with the'cars at any desired point and electrically connected with the aforesaid conductors.

lIhe operation of niyinvention is as follows: The engineer in charge of the train throws up the long arm of the lever L until it is retained by the engagement therewith of the shoulder f on the lever e. This allows the engineer to freely manipulate the handle H of the threeway cock I, by which the airbrake is controlled, the handle H standing in proximity to the ICO end of the slide-rod n when said handle is turned to liberate the brakes. In case the conductor or train-hands find it necessary to apply the brakes to the wheels of the cars without the engineer having become aware of that fact, the former O r other occupant of the cars can press on the push-button i', thereby closing the circuit and sending an electric impulse to the electro-magnets M M, which immediately draw down the armature a. 'Ihe result-ant lifting of the opposite end of the pivoted armature throws the hook b thereof out of engagement with the arm oltheham merc, and thus allows the said hammer to be drawn down by the spring d. The descending hammer strikes the forward portion ofthe lever e, and thereby knocks the same ont of its engagement with the short arm of the lever L. The released lever L is drawn forward and downward by the spring g, and this movement ot' said lever forces forward the sliding rod n, which in turn pushes around the handle H ofthe three-way cock I, and thereby applies the air-brakes to the wheels ot' the cars.

The electric conductors 0 o ot' each ot' the several cars I connect with'those otl the adjacent car bythe exibleand detachable. electric conductors E, (shown in Fig. ofthe drawings hereto annexed, and more fully shown and described in my Patent No. 258,859, May 30, 1882, ot' which it constitutes the subject. matter claimed,) said coupling' being so arranged as to close the circuiti by a disconnection ot' the cars, and in this case causing the application ot' the brakes.

ln order to automatically carry the trippinghammer c back to its requisite operative position, I provide the heel of the lever L with a cam or spur, u, which is in such relative position and of such contour and length as to encounter the hammer c and press the same upward and back into its engagement with the hooked armature a simultaneously with the descent of the lever L, as illustrated in Fig.4 ofthe drawings.

Having described my invention, whatI claim as new, and desire to secure by Letters Patent, 1s-

1. In combination with the mauipulatinglever or handle of an air-brake, a spring-actuated lever or arm adapted to operate the aforesaid lever or handle, a catch for holding said lever in a dormant position, a tripping device adapted to disengage said catch, a. pivoted armature restraining` the tripping device from action, electro-magnets injuxtaposition to said armature, an electric battery, and electric conductors extended from the electro-magnets through the train ot' cars, as and for the purpose set forth.

2. In combination with the handle H, the hattery I3, electric conductors o o', the electromagncts M M, the pivotcd armature a, provided with the hook b, the spring s, the pivoted hammer c, adapted to engage with said hook, the spring d, the lever c, provided with the shoulder f, the lever L, spring g, and mechanisnrfor transmitting motion trom the lever L to the handle I-I, substantially as and for the purpose shown and described.

In testimony whereof I have hereunto signed my name and affixed my seal, in the presence ot' two attesting witnesses, at Syracuse, in the county of Onondaga, in the State ofNew York, this 26th day ot'July, 1882.

JESSE I3. LOV. [1.. s] Titnessesz WVM. C. RAYMOND, F. H'. GlBBs. 

